Attachment for internal combustion engines



Dec. 13, 1932.

L. H. MESSINGER, JR. ET AL ,8 ,791

ATTACHMENT FOR INTERNAL COMBUSTION ENGINES Filed March 15, 1927 I5 Sheets-Sheet l llllll Ill! 55 5 Wily 1932' L. H. MESSENGER JR, ET AL 390,791

I I ATTACHMENT FOR INTERNAL COMBUSTION ENGINES Filed March 15, l92 5 Sheets-Sheet 2 ATTORNEY INVENTORS Patented Dec. 13, 1932 UNITED STATES LESTER H. MESSINGm JR, O1! BRIDGEPORT, AND ANDREW BIKER, 01' FAIBFIELD,

PATENT OFFICE CONNE T ATTACHMENT FOR INTERNAL COMBUSTION ENGINES Application filed March 15, 1927. Serial No. 175,484.

This invention relates to an attachment for internal combustion engines, and has more particular reference to an attachment for the engines of automotive vehicles. The attachment has been designed mainly for the'purposes of minimizing crank-case dilution, of saving gasoline, and of preventing the drawing of lubricating oil into combustion chamers.

The invention presents features and characteristics of construction adapted to accomplish the main and specific objects accomplished by employment of the construction described, illustrated and claimed in the pending application for Letters Patent of Lester H. Messinger, Serial No. 102,347, filed April 15, 1926, in a manner different from and in certain regards an improvement over the disclosure of said application. As stated in the application identified, the quality of commercial gasoline is getting constantly poorer, and crank-case dilution is becoming more prevalent. There cannot be much doubt but that when an ordinary automotive vehicle engine of commerce is running under load with throttle well open, all or nearly all of the gasoline being fed to the cylinders is burned. The modern high compression engine is designed for using the full power of the gasoline under load conditions. When running idle with closed throttle, gasoline does not burn so eificiently in the present day automotive vehicle engine, because the pressure at the intake is so low due to throttling that the compression pressure is necessarily also low, and the ratio of gasoline to air is higher, for the lean mixture will not fire at the consequent low pressure. But, when idling, the engine speed is so slow that the mixture has plenty of time to ignite, and an idling engine, as well as an engine working under load, does not have a tendency to pro duce crank-case dilution to any considerable extent. It is the practice of automotive vehicle operators at the present time to keep the right footeither upon the brake or throttle and to not use the clutch except when coming to a complete stop, simply releasing the throttle acting as a fairly good brake, and the careful driver is apt to use this method in slowing down for street intersections, down grades, etc., in order to save his brake bands. With the throttle retarded and the ingine being driven by the automotive vehicle, the idling or rich mixture of gas is being fed into the engine at a little faster rate than when the engine is idling, due to the fact that the suction in the engine is, greater. As this rich mixture is reduced from atmospheric to a much less pressure after passing the butterfl valve, it naturally cools'ofli' considerably, an as just mentioned, while there is more gas mixture passing through the manifold than when idling, there is not enough gas mixture to put an equal charge in the cylinders, for the reason that the engine is turning over very much faster. The result is a light cool charge over a fast moving piston not adapted to allow the charge time to properly burn. Gas oline condenses out of the mixture in a c linder to a considerable extent when the engme is driven by the vehicle, and itis, to a lar degree, the gasoline so trapped in the cylinder that washes the oil off of the walls thereof and works its way down past the iston to the crank case. The condensation oi the gasoline is, naturally, greater or less, depending upon the temperature of the cylinder walls. It will be apparent that if the idling or rich mixture could be kept from the engine as when an automotive vehicle is driving the engine or the engine is throttled down and racing and fed tothe engine only when the speed has dropped below a point at which the gas would ignite, by far the greater part of the problem of crank-case dilution would be solved; that is to say, the gasoline would be kept out of cylinders except under condi tions favoring an excellent chance of the burning of the gasoline. And too, the keeping of gasoline out of the cylinders when a vehicle is propelling an engine or the en ine is racingwhen there is no need for gaso ine in the cylinders-would have the additional effect of saving gasoline; and, the su plying of air approximately at atmospheric pressure to the cylinders would provide pressure therein preventing the drawing of lubricating oil into the combustion chambers.

The broad object of the present invention is to provide in an internal combustion engine for an automotive vehicle, a means for keep ing a cylinder or cylinders free of asoline mixture at all times when the conditlons are not favorable to ignition.

more specific object is to provide an attachment for an internal combustion engine of an automotive vehicle including mechanism for cutting ofi" the supply of gasoline,

, or other fuel, as at the carburetor or the like,

and allowing free and unrestricted flow of air to the intake manifold, and cylinders, of said engine, to provide the cylinders with air at times when the automotive vehicle is propelling the engine, to the exclusion of exploslve mixture ordinarily utilized in said cylinders.

A further specific object is to provide an attachment for an internal combustion engine of an automotive vehicle which will include mechanism adapted to cut off thesupply of gasoline, or other fuel, as at the carburetor or the like, and to allow free and unrestricted flow of air to the intake manifold, and cylinders, of said engine, when a racing engine is throttled down and until the engine speed has reached approximately that speed at which the idling mixture is design-ed to normally propel the engine.

A further specific object is to provide an attachment as stated, which will include novel and improved features and characteristics of construction designed to render the attachment efiicient and capable in the performance of its intended functions.

A further specific object is to provide, in connection w th the attachment, an arrangement for readily establishing the flow of explosive mixture to theintake manifold, and cylinders, when the automotive vehicle is propelling the engine or the engine is racing and throttled down and it is desired to produce a vacuum or suction in the intake manifold for the purpose of accomplishing some desired result, as, for example, to operate a lwllnd shield cleaner, booster brake, or the With the above objects in view, as well as others which will appear as the specification proceeds, the invention comprises the construction, arrangement, and combination of parts as now to be fully described and as hereinafter to be specifically claimed, it being understood that the disclosure herein is merely illustrative and meant in no way in a limiting sense, changes in details of construction and arrangement of parts being permissible so long as within the spirit of the invention and the scope of the appended claims.

Fig. 1 is a side elevational view disclosing the improvement as applied to an automotive vehicle, the throttle actuating means being shown advanced and the fuel supply line open;

Fig. 2 is a view corresponding with the disclosure of Fig. 1, parts being omitted, showing the throttle actuating means retarded and the fuel supply line open;

Fig. 3 is a view corresponding with the disclosure of Fig. 2, showing the throttle actuating means retarded, the fuel supply line closed, and the air inlet open;

Fig. 4 is an enlarged sectional view, as on line 4-4 in Fig. 7, detailing a special device adapted to be automatically actuated to control the fuel supply line and the air inlet, the parts of thespecial device being positioned as in Fig. 1;

Fig. 5 is a view corresponding with the disclosure of Fig. 4, the parts of the special de vice being positioned as in Fig. 2;

Fig. 6 is a view corresponding with the disclosure of Figs. 4 and 5, the parts of the special device being positioned as in Fig. 3;

Fig. 7 is a sectional view of the special dev ce as on line 77 in Fig. 4; and

Fig. 8 is a diagrammatic view disclosing a wiring system to be utilized in connection with the improvement.

To the accomplishment of the broad ob jects of the invention, the gasoline or other fuel flow and air flow controlling mechanism will normally be positioned to allow ordinary passage of explosive mixture to the intake manifold and cylinders, but will be positioned to cut oil the supply of gasoline or other fuel and allow free and unrestricted flow of air to said intake manifold and cylinders under all conditions when the throttle actuating means is retarded and the engine is being driven by a force other than explosions created by an explosive mixture in said cylinders, or one of said cylinders, as when a vehicle is propelling said engine or the engine is racing with the throttle actuating means retarded. We may carry out the principles of the invention in a variety of ways, but oneof which is herein illustrated and described.

That is to say, the present improvement is adapted'to be applied to an engine of ordinary or preferred construction in such man ner as to be inoperative under-all conditions except when the throttle actuating means of the engine is retarded and the engine is being driven by a force other than explosions in the cylinders of the engine, as for example, when the engine is throttled down and being propelled by a vehicle having the engine, or

when the engine is throttled down and is racing, the actuation of the mechanism for cutting off the supply of gasoline or other fuel and for allowing free and unrestricted flow of air to the intake manifold and cylinders being capable of attainment only when the throttle actuating means is retarded and the englne is being driven by a force other than explosions in the engine cylinders.

In practice, we place a valve in the construction capable of being manipulated to shut off flow of gasoline or other fuel to the intake manifold, and we provide devices for adjusting the ordinary throttle valve in the intake manifold to wide open position when 5 said fuel control valve is shutting off flow of fuel through the fuel line to insure that air, practically at atmospheric pressure, is admitted to the intake manifold-and cylinders (and explosive mixture is not admitted) only when the engine throttle actuating means, or accelerator, is in its retarded position (the location ordinarily placing the engine throttle at idling position) and the engine is being driven by a vehicle having the engine, or is 5 racing. The fuel supply control valve and the device for adj ust'ng the throttle valve are interconnected to operate simultaneously. Two different controls are provided for said interconnected fuel supply control valve and throttle valve adjusting devices, one to maintain the fuel supply control valve in the open position of the fuel line and the throttle valve adjusting devices inoperative while said fuel line is open, and the other to maintain said fuel supply control valve in the closed position of the fuel line and the throttle valve adjusting devices in the wide open position of said throttle valve while said fuel line is closed. The control for maintaining 0 the fuel supply control valve in the open position of the fuel line and the throttle valve adjusting devices inoperative is operative at all times except when the engine throttle actuating means is retarded and the vehicle is driving the engine or the engine is racing. The control for maintaining the fuel supply control valve in the closed position of the fuel line and the throttle valve adjusting devices in the wide open position of said throttle valve is operative only when the engine throttle actuating means is retarded (situated at location ordinarily placing the engine throttle at idling pos tion) and a vehicle is driving the engine or the engine is racing.

5 The control for maintaining the fuel sup,

ply valve open and the throttle valve adjusting devices inoperative is, as disclosed, a spring, but said fuel supply valve could be kept open and said adjusting devices could be kept inoperative in a manner different from that illustrated. The control for maintaining the fuel supply valve closed and the throttle valve wide open is, as disclosed, dependent in its operation upon two conditions, one of which is retarded throttle actuating means, and the other of which is propulsion of the engine by a force other than explosions in the engine cylinders, as when avehicle is driving the engine, or the engine is racing. The instant either of these conditions (retarded throttle actuating means, or propulsion of the engne by a force other than ex-v plosions in engine cylinders) ceases, the conrtrol, (the springyfor maintaining the fuel 5 control valve open and the throttle valve admove the ordinary throttle valve to wide open position and to maintain said fuel supply valve closed and said throttle valve open so long as propulsion of the engine is by a force other than eXplosions in the engine cylinders.

As disclosed, this special device is an electromagnet, although a special device of different construction could be utilized. Actuation of the special device to manipulate the fuel supply control valve to closed position and the throttle valve to wide open position when the throttle actuating means is retarded can be obtained in any one of several different manners. For example, actuation of the special device may be directly by the engine speed with throttle actuating means retarded, as when the engine speed energizes the magnet to an extent sufficient to overcome the action the fuel .supply valve in open position and the throttle adjusting devices in inoperative position. Or actuation of the special device may be directly by vehicle speed (with throttle actuating means retarded), as when the vehicle speed similarly energizes the magnet. Or actuation of the special device may be obtained at all times (with throttle actuating means retarded) when the engine is in ear with the driven wheels or axle of an automotive vehicle.

With respect to the drawings, 10 represents the cylinders of an internal combustion engine of a character ordinarily applied to automotive vehicle use, 11 the intake manifold, 12 the exhaust manifold, 13 the carburetor including the fuel intake or supply line 14 and the air inlet 15, and 16.the throttle valve in the intake manifold adjacent the carburetor, between the cylinders and the fuel intake line and air inlet of the carburetor.

A fuel supply control valve 17 slidably arranged in a boss 18 of the fuel supply line is conveniently pivotally attached. as at 19, to one end of a bell crank lever 20 pivoted upon the engine as at 21 and having a stud 28 upon its end opposite the valve 17' conveniently pivotally associated with an elongated slot 22 of an enlargement 23 of a manipulating rod 24 slidable in bearings 25 sup ported upon the engine in any ordinary way. 26 is a coil spring upon an end portion of said manipulating rod 24 and between a bearing 25 and a head 27 upon the adjacent end of 95 i of the control (the spring) tending to hold 7 the rod, the coil spring normally holding the manipulating rod rearwardly of the engine. 83 is a collar upon the manipulating rod 24 adapted to engage a bearing 25 to limit rearward movement of said manipulating rod.

A lever 29 having at one of its end portions an elongated slot 30 with which a stud 31 upon the manipulating rod 24 is conveniently pivotally associated, has its end spaced from said rod fixed, as at 32, upon a shaft 33 rigidly carrying an armature 34 of a magnet 35 in a housing 36 of ordinary or preferred structure. A coil spring 37 upon said shaft 33 has one of its ends made fast to the shaft, as at 38, and its other end secured to a part of the housing, as at 39. See Fig. 7. The coil spring 37 acts in the same direction as the coil spring 26, to normally hold the lever 29 swung to its farthest rearward position.

Numeral 40 represents a throttle actuating rod slidable in brackets 41 upon the engine, and 42 denotes a coil spring upon said rod, between a bracket 41 and a collar 43, normally holding said throttle actuating rod in its retarded position (the location which would ordinarily place the throttle of the carburetor in idling position). An equalizing bar 44 pivoted at one end, as at 45, to the throttle actuating rod, is provided at its other end with an elongated slot 46 conveniently pivotally associated with a stud 47 upon the manipulating rod 24. The equalizing bar is also provided at about its midlength with an elongated-slot 48 conveniently pivotally associated with a stud 49 upon a lever 50 fixed to the shaft'5l of the throttle valve 16, said shaft 51 being mounted in the walls of the intake manifold. See Figs. 1, 2 and 3. 84 is a collar upon the throttle actuating rod 40 adapted to engage a bracket 41 to limit rearward movement of said throttle actuating rod.

It is the service of the coil springs 26 and 37 to hold the manipulating bar 24 toward the left in Fig. 2 of the drawings to keep the fuel supply control valve 17 in the open position of the fuel supply line 14, and also to keep the equalizing bar 44 situated toward the left to locate the lever 50 in the idling (nearly closed) position of the throttle 16, provided the throttle actuating rod is in retarded position as in said Fig. 2.

It is the service of the magnet, when energized to a sufficient extent, to act upon the armature 34 to rotate the shaft 33 and swing the lever 29 to advance the manipulating rod 24 to the closed position of the valve 17, and also to swing the equalizing bar 44 forwardly to position the throttle approximately wide open, against the action of the coil springs 26 and 37. But one of these coil springs 26 and 37 is required, although both may be,

employed to advantage.

The magnet 35 can be energized only when the throttle actuating rod is retarded, and

have there disclosed a wiring system to be utilized inconnection with the improvement. In said figure, 52 is a generator, 53 is a lead wire from said generator to a contact 54, 55 is a lead Wire from said contact 54 to the magnet 35, 56 is a wire connecting the poles of said magnet, 57 is a lead wire from the magnet to a second contact 58, the contacts 54 and 58 together comprising the fixed contacts of a switch 59 in said housing 36, and 60 is a lead wire from said second contact 58 to the ammeter.61. Clearly, with the contacts 54 and 58 unconnected, a current will flow through the magnet, via the leads described, from generator to ammeter, to energize the magnet, but by electrically connecting the fixed contacts 54 and 58, the circuit will be shunted, and the magnet will lose its ener Re erring to Figs. 1 to 7 the switch 59 consists of thefixed contacts 54 and 58 spaced apart a. distance to allow a pivoted contact 62 to wipe between said fixed contacts. Said fixed contacts are suitably supported upon the housing, or the engine, in any convenient manner to be insulated from each other and from said housing, or engine, the contact 58 desirably being a rectangular bar, and the contact 54 being a rectangular bar having an extension or spring arm 63 arranged parallel to the contact 58 and providing the desired resiliency for the fixed contact members of the switch 59. The pivoted contact 62 is a lever or arm fixed, as at 64, upon a shaft 65 mounted in the housing 36 about the shaft 33. Numeral 66 represents a lever having one of its ends fixed upon said shaft 65, as at 67, and its other end provided with an elongated slot 68 conveniently pivotally receiving a stud 69 upon the throttle actuating rod 40. The pivoted contact 62 is properly insulated from the shaft 65' in any convenient manner. As disclosed, said shaft 65 is of insulating ma terial.

It will be clear that the magnet 35 will be in the circuit having the generator and the ammeter at all times when the throttle actuating rod is retarded as in Figs. 2 and 3 to cause the pivoted contact 62 to be out of engagement with the fixed contacts 54 and 58and the switch 59 to thus be open, and that when the throttle actuating rod is so retarded, the fuel supply inlet will be closed and the throttle valve will be wide open provided the magnet is energized to an extent sufiicient above the speed at which the engine would normall operate with throttle actuating rod retarde so that when this speed of engine is reached and said throttle actuating rod is retarded," as when a vehicle is driving the engine, or the engine is racing, the fuel line is closed and the throttle valve'is wide open, but at all other times the fuel line is open and the throttle valve is positioned as in an ordinary engine now of commerce. Or the.

magnet can overcome the coil springs when the vehicle speed has reached a certain speed. Or the magnet can overcome the coil springs at all times when there is connection between an engine and vehicle. However, it is preferable that the magnet be related to the engine speed, because when the engine speed is the factor utilized, all of the circumstances of en me use when it is desired to feed air to cy inders instead of gas mixture can be A met, as has hereinbefore been fully set forth.

It has already been stated that the throttle valve is held in idling (almost closed) position by the equalizing bar 44 when the coil springs 26 and 37 are holding the manipulating rod 24 in rearward position and the throttle actuating rod is retarded. As the throttle actuating rod is advanced, the equalizing bar 44 is swung forwardly, as in Fig. 1, to open said throttle valve a distance corresponding to the amount to which said throt tle actuating rod is advanced. Upon the initial movement forwardly of said throttle actuating rod the current is shunted from the magnet to insure that-the coil springs will stably hold the lower end of the'equalizing bar rearwardly, so that during all conditions of partially advanced or totally advanced throttle actuating rod, the throttle 16 will function in precisely the manner as is now usual with ordinary explosive engines of commerce. t

In view of the fact thatthe pivoted contact 62 is connected with the throttle actuating rod to be brought into positive engagement with the fixed contacts 54 and 58 as said throttle actuating rod is advanced, the circuit is shunted away from the magnet and the fuel inlet opens and the throttle adjusting devices become inoperative simultaneously with the advancement of said throttle actuating rod to insure a feed of explosive mixture at the commencement of the advancement of said throttle actuating rod.

It may be desirable that when the throttle actuating rod is advanced from retarded position, the pivoted contact 62 be brought into engagement with the fixed contacts 54 and 58 to shunt the circuit away from the magnet before the equalizing bar 44 is manipulated, to thus insure a feed of gaseous fuel at the commencement of opening .of the throttle valve. In Fig. 3 we have disclosed a modified construction for this purpose. As ,disclosed in said Fig. 3, the throttle actuating rod 40 is in two spaced apart pieces, denoted 85 and 86, arranged in a sleeve 87 fixed to the pieces 86. A coil spring 88 fixed to the engine as at 89 and to an extension of the equalizing bar 44 as at 90, holds the piece 86 in rearward position, while a collar 84 limits the rearward movement of said piece 86. The coil spring 42 holds the piece 85 in rearward position, while a collar 91 limits rearward movement of said piece 85." Clearly, initial advancement of the piece 85 will cause the pivoted contact 62 to engage the fixed contacts 54 and 58, and further advancement will cause the piece 85 to engage the piece 86 to advance said piece 86, together with the equalizing bar.

It is preferable that the ignition circuit be open at all times when the fuel supply line is closed and the air inlet is wide open. In Fig. 8 the. ignition circuit is designated 70. It includes a lead 71, as from the ordinary ignition switch on the dash of an automotive vehicle, to a third contact 72 in thehousing 36 adjacent and spaced from the contact 58, and also includes said contact 58, and the lead to the ammeter 61. As clearly disclosed in Figs. 1 to 7, the contacts 72 and 58 combine, in about the manner as already described in connection with the contacts 54 and 58, to provide fixed contactsof'a switch 73 which includes a pivoted contact 74 fixed upon the shaft 33 and attached to the armature 34, as at 75, to move with said armature and wipe over said contacts 72 and 58. The

pivoted contact 74 is insulated from the shaft 33 and the armature 34 in any convenient 'way. A pin 76 in the shaft 33 enters insulation 77 about said shaft, and apin 78 fixes said pivoted contact 4 to said insulation. At 79 is an insulating bushing having tight fit in a cavity 80 of the armature 34, numeral 81 representing a screw passing through the pivoted contact 74 and entering said insulating bushing. See Fig. 7. The third contact 72 is suitably supported upon the housing,

or the engine, in any convenient manner to be insulated from the contact 58 and from said housing, or engine. Said contact 72 is a rectangular bar having an extension or spring arm 82 arranged parallel to the con tact 58, opposite the contact 54, and providing the desired resiliency for the fixed contact members of the switch 73 when wiped by the pivoted contact 74.

The arrangement is such that when the coil springs 26 and 37, or one of said springs when a single spring is employed, are holding the manipulating bar 24 and the lever 29 in their rearward positions to situate the fuel supply control valve in open position and the throttle valve adjusting devices in inoperative position, the armature 34 is so located that the pivoted contact 74, fixed to said armature to move therewith, is arranged between the fixed contacts 72 and 58 to make the ignition circuit, but the instant the magnet is energized sufiiciently and the armature is actuated against the action of said coil springs (or coil spring), the pivoted contact 74 is withdrawn from the fixed contacts 72 and 58 to break the ignition circuit. It will be apparent that the ignition circuit will be made at all times when explosive mixture is being fed to the cylinders, and will be broken at all times when air free. of explosive mixture is entering said cylinders.

It may be found desirable at times when the throttle actuating rod is retarded and the engine is being propelled by a vehicle, or is racing, to open the fuel supply line and render the throttle valve adjusting devices inoperative, as, for example, when it is desired to utilize the vacuum or suction in an intake manifold to do work, such as actuate a booster brake, or operate a wind shield cleaner. This can be done by closing a switch, which would be. the equivalent of the switch 59, to shunt the circuit away from the magnet. The switch could be closed automatically, as when a booster brake was to be actuated, or could be closed manually, as when a wind shield cleaner actuated by vacuum or suction in the intake manifold was to be set into action.

It will be evident that the air admitted through the air inlet 15 of the carburetor, with fuel line closed and throttle valve open, can be transmitted to the cylinders at approximately atmospheric pressure.

It will also be evident that the keeping of gasoline out of the cylinders when a vehicle is propelling an engine or the engine is racing and there is no need for utilizing gasoline to accomplish propulsion, saves gasoline, and, in addition to this, the furnishing of air approximately at atmospheric pressure to the cylinders under the light load working conditions which exist therein when the engine is propelled by a vehicle or is racing, provides pressure in the cylinders preventing the drawing of lubricating oil into the combustion chambers.

While we have preferred to disclose the magnet 35 as the special device to actuate the fuel control valve and the throttle valve, it is to be understood that other devices could be substituted. I

What we claim is:

1. In an internal combustion engine, a carburetor including a fuel supply line and an air inlet, a cylinder, an intake manifold between said carburetor and cylinder, a fuel control valve in said fuel supply line, a throttle valve in said intake manifold between said carburetor and cylinder, means for holding said fuel control valve to open said fuel supply line, throttle actuating means for manipulatin said throttle valve when said fuel supp y line is open to cause a feed of explosive mixture to said cylinder, and means for moving said fuel control valve to close said fuel supply line and for simultaneously moving said throttle valve to open position.

2. In an internal combustion engine, a carburetor including a fuel supply line and an air inlet, a cylinder, an intake manifold between said carburetor and cylinder, a fuel control valve in said fuel supply line, a throttle valve in said intake manifold between said carburetor and said cylinder, means for holding said fuel control valve to open said fuel supply line, throttle actuating means for manipulating said throttle valve when said fuel supply line is open to cause a feed of explosive mixture to said cylinder, mechanism responsive to the speed of the engine for moving said fuel control valve to close said fuel supply line and for simultaneously moving said throttle valve to open position.

3. In an internal combustion engine, a carburetor including a fuel supply line and an air inlet, a cylinder, an intake manifold between said carburetor and cylinder, a fuel control valve in said fuel supply line, a throttle valve in said intake manifold between said carburetor and said cylinder, means for holding said fuel control valve to open said fuel supply line, throttle actuating means for manipulating said throttle valve when said fuel supply line is open to cause a feed of explosive mixture to said cylinder, mechanism responsive to the speed of the engine operative while the throttle actuating means is in the idling position to move said fuel control valve to close said fuel supply line and to simultaneously move said throttle valve to open position to admit air at practically atmospheric pressure to said cylinder, and means operated by said throttle actuating means to interrupt the operation of said mechanism when said throttle valve is open wider than the idling position.

4. In an internal combustion engine, a carburetor including a fuel supply line and an air inlet, a c linder, an intake manifold between said car uretor and cylinder, a fuel control valve in said fuel supply line, a throttle valve in said intake manifold between said carburetor and said cylinder, means for holding said fuel control valve to open said fuel supply line, throttle actuating means for manipulating said throttle valve when said fuel supply line is open to cause a feed of explosive mixture to said cylinder, mechanism responsive to the speed of the engine while the throttle actuating means in the idling position and the engine is being operated by a force other than that of the explosion of mixture in said cylinder adapted to move said fuel control valve to close said fuel supply line and to simultaneously move said throttle Valve to open position and means operated by said throttle actuating means to interrupt the operation of said mechanism when said throttle valve is open wider than the idling position.

i 5. In an internal combustion engine, a car'- buretor including a fuel supply line and an air inlet, a cylinder, an intake manifold between said carburetor and cylinder, a fuel control valve in said fuel supply line, a throttle valve in said intake manifold between said carburetor and said cylinder, throttle valve actuating means, an equalizing bar pivoted upon said throttle valve actuating means, said throttle valve being pivotally associated with said equalizing bar, a manipulating member 1 associated with said fuel control valve and said equalizing bar, resilient means normally holding said manipulating member to'locate said fuel control valve in the open position of said fuel supply line and said equalizing bar to allow said throttle valve to be subject to manipulations of said throttle actuating means, and means for actuating said manipulating member against the action of said resilient means to move said fuel control valve to close said fuel supply line and to simultaneously move said throttle valve to the open position of said intake manifold.

6. p In an internal combustion engine, a carburetor including a fuel supply line and an air inlet, a cylinder, an intakemanifold between said carburetor and cylinder, a fuel control valve in said fuel supply line, a throttle valve in said intake manifold between said cars buretor and said cylinder, throttle valve actuating means, an equalizing bar pivoted upon said throttle valve actuating, means, said throttle valve being pivotally associated with said equalizing bar, a manipulating member associated with said fuel control valve and said equalizing bar, resilient means normal ly holding said manipulating member to locate said fuel control valve in the open position of the fuel supply line and said equalizing bar to allow said throttle valve to be subject to manipulations of said throttle actuating means, mechanism responsive to the speed of the engine for actuating said manipulating member against the action'of said resilient means to move said fuel control valve to close said fuel supply line and to simultaneously move said throttle valve to the open position of said intake manifold, and means operated by the throttle valve operating means to interrupt the operation of said mechanism when the throttle valve is open wider than the idling position.

7. In an internal combustion engine, a carburetor including a fuel supply line and an air inlet, a cylinder, an intake manifold between said carburetor and cylinder, a fuel control valve in said fuel supply line, a throttle valve in said intake manifold between said carburetor and said cylinder, throttle valve actuatin means, an equalizing bar pivoted upon sai throttle valve actuating means and pivotally associated witli said throttle valve, a manipulating member associated with said fuel control valve and pivoted to the end portion of said equalizing bar opposite said throttle actuating means, resilient means normally holding said manipulating member to locate said fuel control valve in the open position of said fuel supply line and saidequalizing bar to allow said throttle valve to be subject to manipulations of said throttle actuating means, and means operative only when said throttle actuating means is in the idling position of said engine and the engine is being operated by a force other than explosive mixture in said cylinder for actuating said manipulating member against the action of said resilient means to move said fuel control valve to close said fuel supply line and to simultaneously move said throttle valve to the open position of said intake manifold.

8. In an internal combustion engine, a carburetor including a fuel supply line and an air inlet, a cylinder, an intake manifold between said carburetor and cylinder, a fuel control valve in said fuel supply line, a throttle valve in said intake manifold between said carburetor and said cylinder, throttle valve actuating means, an equal zing bar pivoted upon said throttle valve actuating means and pivotally associated with said throttle valve, a manipulating member associated with said fuel control valve and pivoted to the end portion of said equalizing bar opposite said throttle actuating means, resilient means normally holding said manipulating member to locate said fuel control valve in the open position of said fuel supply line and said equalizing bar to allow said throttle valve to be subject to manipulations of said throttle actuating means, and means operative only when said throttle actuating means is in the idling osition of said engine and the engine is bemg operated by a force other than explosive mixture in said cylinder for actuating said manipulating member against the action of said resilient means to move said fuel control valve to, close said fuel supply line and to simultaneousl move said throttle valve to the open position of said intake manifold, said last mentioned means being adapted to allow said resilient means to act to cause said manipulating member to return said fuel controlvalve to. the open position of said fuel supply line and allow said throttle valve to be is advanced.

9. The combination as specified in claim 7, wherein the resilient means normally holding said manipulating member to locate said fuel control valve in the open position of said fuel supply line and said equalizing bar to allow said throttle valve to be subject to manipulations of said throttle actuating means is a spring, and wherein said means operative only when said throttle actuating means is in the idling position ofsaid engine and the engine is being operated by a force other than explosive mixture in said cylinder for actuating said manipulating member to move said fuel control valve to close said fuel supply line and to simultaneously move said throttle valve to open position of said intake manifold is a magnet with pivoted armature associated with said manipulating bar.

10. The combination as specified in claim 7, an ignition circuit, means for closing said ignition circuit when said fuel control valve is in the open position of said fuel supply line, and means for breaking said ignition circuit when said fuel control valve is in the closed position of said fuel supply line.

11. In an internal combustion engine, a

. carburetor including a fuel supply line and an air inlet, a cylinder, an intake manifold between said carburetor and cylinder, a fuel control valve in said fuel supply line, a throttle valve in said intake manifold between said carburetor and said cylinder, throttle valve actuating means, an equalizing bar pivoted upon said throttle valve actuating means and pivotally associated with said throttle valve, a manipulating member associated with said fuel control valve and pivoted to the end portion of said equalizing bar opposite said throttle actuating means, resilient means normally holding said manipulating member to locate said fuel control valve in the open position of said fuel supply line and said equalizing bar to allow said throttle valve to be subject to manipulations of said throttle actuating means, and means operative only when said throttle actuating means is in the idling position of said ,engine and the engine is be: ing operated by a force other than explosive mixture in said cylinder for actuating said manipulating member against the action of said resilient means to move said fuel control valve to close said fuel supply line and to simultaneously move said throttle valve to the open position of said intake manifold, said last mentioned means including a pivoted armature, a magnet having said armature, a circuit in which said magnet is arranged, and a lever fixed to move with said armature and associated with said manipulating member.

12. In an internal combustion engine, a

carburetor including a fuel supply line and an air inlet, a cyl'nder, an intake manifold between said carburetor and cylinder, a fuel control valve in said fuel supply line, a throttle valve in said intake manifold between said carburetor and cylinder, throttle valve actuating means, an equalizing bar pivoted upon said throttle valve actuating means and pivotally assoc'ated with said throttle valve, a manipulating member associated with said fuel control valve and pivoted to the endportion of said equalizing bar opposite said throttle actuating means, resilient means normally holding said manipulating member to locate sad fuel control valve in the open position of said fuel supply line and said equalizing bar to allow said throttle valve to be subject to manipulations of said throttle actuating means, means operative only when said throttle actuating means is in the idling position of said engine and the .engine is being operated by a force other than explosive mixture in said cylinder for' actuating said manipulating member against the action of said resil'ent means to move said fuel control valve to close said fuel supply line and to simultaneously move said throttle valve to open said intake manifold to the atmosphere, said last mentioned means includng a pivoted armature, a magnet having said armature, a circuit in which said'magnet is arranged, and a lever fixed to move with said armature and associated with said manipulating member, fixed members of a switch in said c'rcuit, and a switch member movable with said throttle valve actuating means and adaptedto engage s aid fixed members of said circuit to shunt said circuit from said magnet when said throttle valve actuating means is moved from its idl'ng toward its advanced position.

13. The combination as specified in claim 12, an ignition circuit having fixed switch members, and a switch member movable with said armature and adapted to engage said fixed members of said ignition circuit to make said ignition circuit when said fuel control valve is in the open position of said fuel supply line and said equalizing bar is in pos tion to allow said throttle valve to be subject to manipulations of said throttle valve actuating means, and to break said circuit when said fuel control valve closes and said throttle valve opens.

14. In an internal combustion engine, a throttle valve, throttle valve actuating means, resilient means normally holding said throttle valve actuating means in posit on to close said throttle valve, an equalizing bar pivoted upon said throttle valve actuating means, a manipulating member to which said equalizing bar is pivoted, means intermediate said throttle actuating means and said manipulating member pivotally connecting said throttle valve to said equalizing bar, resilient means normally holding said manipulating member at one limit of its movement, and means for automatically advancing sad manipulating member toward its other limit when said throttle actuating means is at its throttle valve closing position and the eng ne is being operated by a force other than the ordinary explosions in its cylinders.

15. In an internal combustion engine, a throttle valve, throttle valve actuating means, resilient means normally holding said throttle valve actuating means in position to close said throttle valve, an equalizing bar pivoted upon said throttle valve actuat ng means, a movable manipulating member to which said equalizing bar is pivoted, means intermediate said throttle actuating means and said manipulating member pivotally connecting said throttle valve to said equalizing bar, resilient means for holding said manipulating member in its normal position at one limit of its movement, and means for automatically advancing said manipulating memberwhen sa d throttle actuating means is at its throttle valve closing position and the engine is being operated by a force other than the ordinary explosions in its cylinders, said throttle valve being adapted to be manipulated by said throttle valve actuating means when said manipulat ng member is in its normal position, and said throttle valve being adapted to move to wide open position when said manipulating member is automatically advanced. I

16. In an internal combustion engine, throttle actuating means, resilient means normally holding said throttle actuating means in retarded position, a valve manipulating member, resilient means normally holding said manipulating member in retarded position, means for advancing said manipulating member at times when said throttle actuating means is in retarded position, said last mentioned means including an electric circuit having a magnet with pivoted armature operatively connected with said manipulating means, spaced apart fixed contact members in said circuit, said contact members being insulated from each other, and a movable contact member adapted to bridge said fixed contact members when said throttle actuating means is advanced from idling toward advanced position to shunt the circuit from said magnet. 1

17. In an. internal combustion engine, throttle actuating means, resilient means normally holding said throttle actuating means in idling position, a valve manipulating member, resilient means normally holding said manipulating member in the normal working position of said engine, means for moving said manipulating member to make said engine inoperative at times when said throttle actuating means is in idling position, said last mentioned means including an electric circuit, a magnet in said circuit, a pivoted armature for said magnet, and a connection between said armature and said manipulating member, and means for shunting said circuit from said magnet when said throttle actuating means 'is moved from idling toward advanced position, said circuit shunting means including spaced apart fixed contact members in said circuit, and a movable contact member associated with said throttle actuating means and adapted to bridge said fixed contact members.

18. The combination as specified in claim 17, an ignition circuit including a fixed contact member spaced from one of said fixed contact members of said magnet circuit, and a contact member movable with said armature adapted to bridge the fixed contact members of said ignition circuit when said manipulating member is in the normal operating position of said engine.

19. In an internal combustion engine, throttle actuating means, a valve manipulating member, an electric circuit including a magnet having an armature, a shaft upon which said armature is fixed, a lever fixed upon said shaft and associated with said manipulating member, a second shaft about the shaft first mentioned, a lever fixed to said second shaft and associated with said throttle actuating means, spaced apart, fixed contact members in said electric circuit, and a contact member fixed upon said shaft having said lever associated with said throttle actuating means and adapted to bridge said spaced apart, fixed contact members of said electric circuit.

20. In an internal combustion engine, throttle actuating means, a valve manipulating member, an electric circuit including a magnet having an armature, a shaft upon which said armature is fixed, a lever fixed upon said shaft and associated with said manipulating member, a second shaft about the shaft first mentioned, a lever fixed to said second shaft and associated with said throttle actuating means, spaced apart, fixed contact members in said electric circuit, an ignition circuit, one of the fixed contact members of said magnet circuit being in said ignition circuit, a second fixed contact member in said ignition circuit and spaced from said one fixed contact member of said magnet circuit, a contact member fixed upon said shaft having said lever associated with said throttle actuating means and adapted to bridge said spaced apart, fixed contact members of said electric circuit having said magnet, and a contact member fixed to move with said armature and adapted to bridge said spaced apart, fixed contact members of said ignition circuit.

21. In an internal combustion engine, the combination of a fuel and air mixing device, a cylinder, a conduit between the mixa valve moved by ing device and cylinder, automatic means for cutting 0d the supply of fuel to the cylinder-when the speed of the engine exceeds the normal idling speeds, and means for dis abling said fuel cut-0E means when the engine speed is above the idling speeds, said automatic cut-off means including an electric circuit, a rotatably mounted armature, an electro-magnet having a field when energized for causing rotation of said armature,

the rotation of said armature to open position, when the electrmmag net is energized, a short-circuiting switch for tie-energizing said electro-magnet in said circuit, and means for closing said circuit.

22. lln an internal combustion engine, the combination of a cylinder, a carburetor for supplying fuel to said cylinder, a conduit intermediate the carburetor and cylinder, a valve for varying the amount of fuel supplied from said carburetor, control means for moving the valve to position to cut old the supply of fuel to the cylinder, said control means being operative only when the speed of the engine is above idling speeds and the engine is being driven by forces other than those derived from fuel in the cylinder, an ignition circuit, and means for disabling said valve control means and closing said ignition circuitw Signed at Bridgeport, in the county of Fairfield, and State of Connecticut this 8th day of March A. D. 1927.,

LESTER H. MESSINGER, JR. ANDREW L, RI t 

